A BE58 PLT INADVERTENTLY LANDS ON A TXWY AT LBB.

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I LEFT BROWNFIELD; TX ABOUT XA15PM TO FLY TO LUBBOCK; TX. AFTER DEPARTING BROWNFIELD AND CLBING TO 5000 FT; I LISTENED TO ATIS ON 125.3 AND THEN CALLED LUBBOCK APCH ON 119.2 AND TOLD THEM I HAD DEPARTED BROWNFIELD AND HAD THE CURRENT ATIS AND WAS LNDG LUBBOCK; FLYING TIME IS 12-15 MINS. AT A POINT SW OF THE ARPT; APCH ADVISED I WAS #2 AFTER A BARON ON A 7 MI FINAL FOR RWY 17R. APCH HANDED ME OFF TO THE TWR SOMEWHAT LATER AND CLOSER TO THE ARPT THAN WHAT I CONSIDER NORMAL. BY THAT TIME I WAS DOWNWIND TO RWY 17R ANTICIPATING EXTENDING DOWNWIND FOR THE OTHER BARON. TWR THEN ASKED IF I COULD MAKE A SHORT APCH OVER ACR Y WHICH IS INSIDE THE APCH END OF RWY 17R. I SAID I COULD DO THAT. AT THAT TIME I WAS HIGHER AND FASTER THAN APCH SPD. AS I PASSED THE S END OF RWY 17R I SAW AN ACR Z JET TAXIING TO TAKE OFF ON WHAT I THOUGHT WAS RWY 35L. THE COMBINATION OF THE TAXIING JET AND THE APCHING BARON FROM THE N CAUSED A DISTR IN THAT I FELT A NEED TO EXPEDITE THE LNDG AND EXIT THE RWY. I HAD NEVER ACCEPTED OR MADE AN APCH FROM THE SIDE OF THE RWY AND INSIDE THE RWY END MARKINGS. THE COMBINATION OF LAST MIN CLRNC FOR SHORT APCH OVER ACR Y; BEING HIGH AND FAST; NEEDING TO EXPEDITE TO CLR THE RWY FOR ARRIVING AND DEPARTING TFC; PLUS THE NEED TO GO DOWN; SLOW DOWN; LOWER LNDG GEAR; LOWER FLAPS; BEING INSIDE THE END RWY MARKINGS ALL CONTRIBUTED TO MY PICKING UP THE WRONG VISUAL CLUE TO RWY 17R. I MISTOOK THE TXWY FOR RWY 17R AND LANDED ON IT. THERE WERE NO VEHICLES OR ACFT ON THE TXWY. NO ACCIDENT WAS CAUSED. THE LATENESS OF THE DAY AND SHADOWS (LOW SUN ANGLE) COULD BE A FACTOR.